Early Body and Chassis Design

• TEC452 Home
• History Index
• Functions of Automotive Body
• Design Factors
• The Body Challenge
• The Early Days
• Early Body and Chassis
• Mass Production
• American Styling Revolution
• The Italians
• Safety
• Voice of the Customer
• Mechanical Influences
• Evolution of Body Features

• 1902 Ford Model N
• Body & chassis designs were simple and robust
• Body & chassis were well above ground, to protect the occupants from mud, dirt, and dust
• Limited mudguards
• Cars built before 1910 had spindly cartwheels with wooden spokes
• Stylists focused on the box rather than the outline of the vehicle - mudguards often glared-up, imitating speed-lines

• Demand for speed and better handling increased
• The need for vehicle dynamics increased
• The vehicle had to be lowered, but the interior height had to be maintained (car owners were rich and wore elaborate clothing - requiring much interior space)
• Chassis was lowered by :
  • 1- cranking the front axle down
  • 2- sweeping the frame side-rails over the axle
• By 1920, the engine was also lowered

Coach Building

• Coach building was based on timber frame assembled from well-seasoned timber
• Seasoning the timber took as long as 10 years
• White ash was the preferred wood, also Oak, Beech, Teak, Pine, and Elm were used too
• Now, we know that timber is not a long life material
• A variety of joints and metal braces were used
• All metal parts were made in the blacksmith’s shop

Stretch Press

• Stretch press and roll forming were used from the beginning of this century.
• Even today, some custom vehicle are made the same way (Aston Martin in above photograph).

• Paneling was initially all aluminum, because of its ductility and formability characteristics
• First sheet metal presses were introduced by Artz in 1920s, making it possible to use steel

• Doors where hinged at their front ends for decades, for safety reasons
• Longer chassis in the 1920s flexed, coinciding with the forward door hinges
• Door hinges were moved to the back ends
• Doors were always larger than the opening
• Positive shut stop
• Seal the opening

• Metal-to-metal joints were fastened with rivets and bolts
• Beading was used as sealant
• Paint applications,
  • Required up to 50 coats
  • Each coat had to be rubbed flat
• The high labor content kept the price high
• Mass production reduced the cost

• Car production reached 60,000 in 1903
  • Half the cars were built in France
  • Cars were still open to the sky
• In 1903-1906 the land speed fell nine times
• Racing competitions forced the need for more aerodynamic designs
• Designer began striving for more efficient shapes

• Capt. Luppis of the Austrian Navy started building self-propelled torpedo cars in 1862
• Torpedo shapes were influenced by the airships and marine torpedos
• Camille Jenatzy won the world speed record in 1899 in the above electric torpedo car
• Many torpedo inspired designs followed, more streamlined, using flush metal sides and cowls
• The torpedo designs also encouraged moving the engine forward
• By 1918, Webster defined the torpedo style as "an automobile body built so that its side surfaces are flush"!

A Ford V-8

• WWI brought dramatic social and economic changes
• Booming economy followed by the 1929 crash
• Increased agricultural yields due to the introduction of fertilizers, needing new machines and equipment
• Financial leadership swung from Europe (Britain) to USA
• The car became the symbol of free thinking and a public display of success
• Massive production increases in the 1920s
• The 20s were flamboyant years, people commissioned extravagant special bodies on their cars
• There were at least 16 car companies in 1928, with many specialized shop producing extravagant car parts
• It was not unusual to have a car reboddied, or change the body several times in production until the customer was happy

The Evolution of Model T Bodies

• Note:
  • Top of hoods coming up to meet the lower driving positions
  • Windshields becoming raked
  • Wings becoming an integrated part of the body

• Mullner Park Ward
  • In 1900, H.J. Mullner acquired the London branch of his family coach building business
  • Developed a reputation for building high quality bodies, especially for Rolls-Royce
  • Park Ward was founded in 1919, also building bodies for Rolls-Royce
  • Rolls-Royce bought Mullner and Park Ward in 1959 and 1961

• Vanden Plas
  • A British operation by a Belgian coachbuilders Vanden Plas, set up in 1912
  • Built Bently bodies after WWI
  • Famous for its fabric covered touring cars
  • Purchased by Aston Martin
  • Defunct today, but the name is used by British Layland cars for a touch of distinction

• Brewster
  • Founded in 1810, began car production in 1900
  • Built a large factory in 1910 on Long Island
  • Bought by Rolls-Royce America in 1926
  • Ceased operation in 1936
  • Many innovations, e.g.,

• Split windshields
• Long lasting and shiny oil finish for paint

• Hooper
  • Began building coaches in 1805 in Britain
  • Built bodies for Daimler, Fiat, and Hispano Suiza
  • Coachbuilding operations ceased in 1959, but the name continues to provide services for customizing mass produced cars

• Barker
  • Was founded in 1710 as coachbuilders
  • Built car bodies for the British Royal Family
  • In 1927, built a streamlined body for Malcolm Campbell, pushing the land speed record to 206 mph
  • Liquidated in 1938

• TEC452 Home
• History Index
• Functions of Automotive Body
• Design Factors
• The Body Challenge
• The Early Days
• Early Body and Chassis
• Mass Production
• American Styling Revolution
• The Italians
• Safety
• Voice of the Customer
• Mechanical Influences
• Evolution of Body Features